EP2504535A1 - Device for variably adjusting the control times of gas exchange valves of an internal combustion engine - Google Patents
Device for variably adjusting the control times of gas exchange valves of an internal combustion engineInfo
- Publication number
- EP2504535A1 EP2504535A1 EP10782277A EP10782277A EP2504535A1 EP 2504535 A1 EP2504535 A1 EP 2504535A1 EP 10782277 A EP10782277 A EP 10782277A EP 10782277 A EP10782277 A EP 10782277A EP 2504535 A1 EP2504535 A1 EP 2504535A1
- Authority
- EP
- European Patent Office
- Prior art keywords
- pressure medium
- openings
- camshaft
- chamber
- sub
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Granted
Links
Classifications
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
- F01L1/00—Valve-gear or valve arrangements, e.g. lift-valve gear
- F01L1/34—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift
- F01L1/344—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift changing the angular relationship between crankshaft and camshaft, e.g. using helicoidal gear
- F01L1/34409—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift changing the angular relationship between crankshaft and camshaft, e.g. using helicoidal gear by torque-responsive means
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
- F01L1/00—Valve-gear or valve arrangements, e.g. lift-valve gear
- F01L1/34—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift
- F01L1/344—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift changing the angular relationship between crankshaft and camshaft, e.g. using helicoidal gear
Definitions
- the invention relates to a device for variably setting the control times of gas exchange valves of an internal combustion engine with a hydraulic phase adjusting device, wherein the phase adjusting device can be brought into drive connection with a crankshaft and a camshaft and has at least one advance chamber and at least one retardation chamber to which pressure medium is supplied via pressure medium lines . Can be removed from these, whereby by pressure medium supply to the adjustment chambers, a phase angle of the camshaft can be adjusted relative to the crankshaft.
- a hydraulic phase adjusting device of the device is integrated into a drive train, via which torque is transmitted from the crankshaft to the camshaft.
- This drive train can be realized for example as a belt, chain or gear drive.
- Essential characteristics of such devices are the phase displacement speed and the demand for pressure medium.
- high phase adjustment speeds are desirable.
- an ever lower pressure medium requirement is required to be able to design the pressure medium pump of the internal combustion engine smaller or to be able to reduce the delivery rate when using regulated pressure medium pumps.
- Such a device is known, for example, from EP 0 806 550 A1.
- the device comprises a vane-type phase-adjusting device with a drive element, which is in drive connection with the crankshaft, and an output element which is non-rotatably connected to the camshaft.
- a plurality of pressure chambers are formed, wherein each of the pressure chambers is divided by means of a wing into two counteracting pressure chambers.
- the pressure medium required for the phase adjustment is provided by a pressure medium pump of the internal combustion engine and directed by means of a control valve selectively to the early or late adjustment.
- the pressure medium flowing out of the phase adjusting device is directed into a pressure medium reservoir, the oil sump of the internal combustion engine. The phase adjustment thus takes place by means of the system pressure provided by the pressure medium pump of the internal combustion engine.
- phase adjusting device is also formed in prisegelzellenbauart and several early or late adjustment provided.
- the phase adjustment does not take place by pressurizing the pressure chambers by means of a pressure medium pump, but alternating torques acting on the camshaft are utilized.
- the alternating torques are determined by the rolling of the cams on the biased with a respective valve spring Gas dockventi- caused.
- the rotational movement of the camshaft is braked during the opening of the gas exchange valves and accelerated during closing. These alternating torques are transmitted to the phase adjusting device, so that the blades are periodically acted upon in the direction of the late and early impact with a force.
- pressure peaks are generated alternately in the advance chambers and the retard chambers. If the phase position is to be kept constant, then a flow of pressure medium from the pressure chambers is prevented. In the case of a phase adjustment in the direction of earlier control times, a drainage of pressure medium from the advance chambers is prevented, even at the times in which pressure peaks are generated in the advance chambers. Increases due to the alternating moments of the pressure in the retardation, so this pressure is used to direct pressure medium from the retardation under the pressure of the generated pressure peak in the advance chambers. Analog succeeds a phase adjustment in the direction of later timing.
- the pressure chambers are connected to a pressure medium pump, but only to compensate for leaks from the phase adjusting device. The phase adjustment thus takes place by diverting pressure medium from the pressure chambers to be emptied into the pressure chambers to be filled under the pressure of the generated pressure peak.
- EP 2 075 421 A1 discloses a valve for a phaser.
- the valve comprises a valve piston which is rotatably arranged in a valve housing. Inlets and outlets for pressure oil, are arranged so that by adjusting the valve piston pressure oil chambers to the adjustment and can be passed to a locking mechanism.
- the locking mechanism can be activated not only in an end position of the camshaft adjuster, that is in a stop in the late or early position, but also in an intermediate position.
- a Mittenlagenverriegelung is possible, which may be useful depending on the engine application.
- DE 198 50 947 shows a device for controlling the control times of an internal combustion engine with at least one drive means, at least one camshaft with cams, at least one hydraulically actuable adjusting device for adjusting the relative angle of rotation between the drive means and the camshaft, at least one hydraulic fluid supply device for acting on the adjusting device and at least one positive control device, by which the hydraulic actuation of the adjusting device in dependence on the absolute angle of rotation of the camshaft and / or the cam is at least partially and / or at least partially influenced.
- a flow connection to the adjustment chambers is interrupted in a targeted manner when pressure fluctuations caused by torques occur which would react back on the adjustment chambers from the camshaft in the event of cams running up or down.
- No. 6,186,104 B1 discloses a valve timing control device in wing cell construction for an internal combustion engine, in which a pressure distribution device is connected between the pressure cells and the control valve controlling them, by means of which disturbing camshaft torques are masked out.
- a pressure distribution device is connected between the pressure cells and the control valve controlling them, by means of which disturbing camshaft torques are masked out.
- the oil supply to the Pressure cells are interrupted when an early torque occurs.
- the oil supply to the pressure cells is interrupted when a late-torque occurs. Comparable to DE 198 50 947 thus a back swing of the adjusting device is prevented due to the position of opposite camshaft moments.
- the invention has for its object to provide a device for variable adjustment of the timing of gas exchange valves of an internal combustion engine, wherein at a high Phasenverstell aus a low oil consumption should be necessary.
- the object is achieved by specifying a camshaft adjuster for a camshaft, are actuated by the cylinder valves of an internal combustion engine, with the camshaft with incoming cams late torques toward later Zylinderventilö Stamms founded and expiring cam opposite early torques in the direction of early Zylinderventilö Stamms founded to act on the camshaft adjuster,
- the adjusting means divides the pressure chamber into a first sub-chamber and a second sub-chamber
- first and the second sub-chamber pressure medium can be supplied or from the first sub-chamber and second sub-chamber pressure medium is discharged, so that by a pressure difference between the first sub-chamber and second sub-chamber, the adjusting means is movable, resulting in a rotation of the camshaft,
- control device optionally a torque mode or a pump mode is adjustable
- the pump mode ie, an OPA method is favorably chosen, while at low pump pressures but high camshaft torques, the torque mode, ie the CTA method is used.
- the torque mode ie the CTA method is used.
- an adjustment in the CTA method in addition to the utilization of the camshaft moments are quite supported by the pressure medium pump and vice versa.
- the invention is not limited to a particular type of camshaft adjuster, so that, for example, a vane-type adjuster may be used, in which a plurality of pairs of subchambers are formed, wherein the Adjusting medium is a part of the chambers separating wings, for example, is integrally formed from a rotor or inserted into this.
- the control device comprises a valve piston arranged in a valve piston, wherein the valve piston relative to the valve housing is rotatable and axially displaceable, whereby by axial relative displacement of the valve piston relative to the valve housing the torque mode or the pump mode is adjustable while by relative rotation of the Valve piston relative to the valve housing, the supply and removal of the pressure medium to the sub-chambers is controllable.
- the switching positions for the pump or torque mode are thus realized in a structurally simple manner by an axial displacement of the valve piston relative to the valve housing.
- a respective axial switching position then the actual regulation of the adjustment, ie the supply and removal of pressure medium to the sub-chambers by means of a rotation of the valve piston relative to the valve housing is possible.
- the valve piston is moved relative to a fixed cylinder head for the axial displacement, for example by means of a magnet and a return spring, while the relative rotation is implemented by the valve housing, which rotates approximately with the camshaft.
- This embodiment is used in particular in a preferred central valve design, in which the control valve of the control device formed by the valve piston and the valve housing is arranged centrally in the camshaft adjuster and, more preferably, simultaneously connects this with the camshaft as a screw.
- the return spring of the valve piston is roller-mounted as a compression spring relative to the valve housing or connected as a tension spring directly or indirectly with the magnet.
- first openings and second openings in the valve housing are arranged distributed around the circumference of the valve housing, wherein the first openings with the second sub-chamber and the second openings with the first sub-chamber correspond and wherein through the surface of the valve manifold.
- an opening cover is formed, so that depending on the axial position and angular position of the valve piston relative to the valve housing, the first openings and second openings are at least partially closed by the opening cover.
- the opening cover is thus, for example, a radially opposite the other valve body piston outer surface lying adjacent to the valve housing.
- the first openings and the second openings are each equally spaced circumferentially at an angular distance and arranged with respect to the opening cover in phase so that a relative rotation of the valve piston relative to the valve housing by the angular distance leads to a geometrically identical arrangement.
- the opening cover may be designed so that it is adjusted with respect to a symmetrical displacement of camshaft moments with respect to the zero line. Such asymmetric displacement occurs in particular by a friction torque, which acts on the camshaft in the direction of late regardless of the angle. As a result, the approximately sinusoidal curve of the camshaft profile is thus shifted by an amount corresponding to the friction torque as a whole.
- an opening coverage shown as "unwound” would then no longer correspond to a symmetrical rectangular curve with equal maxima and minima, but for the maxima and minima each would have different lengths.
- the opening cover is preferably formed from a first partial cover for the first openings and a second partial cover for the second openings, wherein the first partial cover and the second partial cover each have an outer edge lying axially on the valve piston and an inner, inner inner edge, the inner edges being in the circumferential direction have an approximately crown-like profile with circumferentially changing axial position.
- the inner edges thus extend in the circumferential direction, e.g. zigzag-like, crown-like or in the form of a rectangular curve, i. the inner edges extend in sections at a first axial position and in further sections in an axially spaced position.
- five switch positions are adjustable for the relative axial position of the valve piston, wherein
- the pump mode in a first position the pump mode is set for an adjustment of the camshaft after late cylinder valve opening times
- the torque mode is set for an adjustment of the camshaft after early cylinder valve opening times
- a relative angular position of the valve housing and valve piston is set such that the first openings are largely released by the opening cover for an inflow of pressure medium from the pressure medium pump,
- a relative angular position of valve housing and valve piston adjusted so that the second openings released by the opening cover ü- predominantly for an inlet of pressure medium from the first sub-chamber and the first openings for a flow of Pressure medium from the ben and the first openings are opened for a flow of pressure medium from the first sub-chamber into the second sub-chamber, wherein when late torques occur a relative angular position of the valve housing and the valve piston is adjusted so that the second openings are blocked by the ⁇ réellesabde- ckung , While the first openings for an inlet of pressure medium from the pressure medium pump are largely open
- a relative angular position of the valve housing and the valve piston is adjusted so that the first openings are blocked by the opening cover on the occurrence of early torques and the second openings through the opening cover when late torques occur.
- a relative angular position of the valve housing and valve piston is adjusted such that the first openings through the opening cover release predominantly for an inlet of pressure medium from the second sub-chamber and the second openings for a discharge of pressure medium the second sub-chamber are opened in the first sub-chamber, wherein upon occurrence of early torques, a relative angular position of the valve housing and the valve piston is adjusted so that the first openings are blocked by the opening cover, while the second openings for an inlet of pressure medium from the pressure medium pump are largely open.
- a relative angular position of the valve housing and the valve piston is adjusted so that the second openings are released by the opening cover ü- predominantly for an inlet of pressure medium from the pressure medium pump, while the first openings for a drain are opened by pressure medium and wherein when late torques occur, a relative angular position of the valve housing and the valve piston is adjusted so that the first openings are released through the opening cover for an inlet of pressure medium from the pressure medium pump and at the same time for a flow of pressure medium, while the second openings for an inlet are while the second openings for an inlet of pressure medium from the pressure medium pump are open.
- FIG. 1 shows only very schematically an internal combustion engine
- FIG. 2 is a schematic representation of a control valve
- valve piston shows a valve piston and a valve housing
- FIG. 4 shows a representation of the camshaft torques as a function of
- Angle of rotation of the camshaft Fig. 5-14 is a schematic representation of the various switching positions in OPA method
- FIG. 15 a representation of the change of the flow rates at different control edges as a function of the switching position in the OPA method
- FIG. 16 a representation of the opening of the control edges as a function of the switching position in the OPA method
- Fig. 17-20 is a schematic representation of the various switching positions in CTA method.
- FIG. 21 shows a representation of the change in flow rates at different control edges as a function of the switching position in the CTA method
- Figure 22 is an illustration of the opening of the control edges as a function of the switching position in the CTA method
- an internal combustion engine 1 is sketched, wherein a seated on a crankshaft 2 piston 3 is indicated in a cylinder 4.
- the crankshaft 2 is in the illustrated embodiment via a respective traction drive 5 with an intake camshaft 6 and exhaust camshaft 7 in combination, with a first and a second camshaft adjuster 1 1 for variable adjustment of the timing of gas exchange valves 9,10 an internal combustion engine 1 for a relative rotation between Crankshaft 2 and the camshafts 6, 7 can provide gen.
- Cams 8 of the camshafts 6, 7 actuate one or more inlet gas exchange valves 9 or one or more outlet gas exchange valves 10.
- the inlet gas exchange valves 9 and the outlet gas exchange valves 10 are referred to below as cylinder valves 12.
- camshafts 6, 7 can be provided only one of the camshafts 6, 7 equip with a device 1 1, or only a camshaft 6, 7 provide, which is provided with a camshaft adjuster 1 1.
- Inlet camshaft 6 and exhaust camshaft 7 are summarized below under the term camshaft 35.
- FIG. 2 shows a schematic illustration of a control device 20.
- the control device 20 comprises a valve housing 29 and a valve piston 27 arranged therein.
- the control valve 20 is arranged with one end in a camshaft 35.
- a restoring spring 31 acts on the valve piston 27.
- the restoring spring 31 is mounted via an axial bearing 33, designed as a roller bearing.
- the valve piston 27 is connected on its end facing away from the camshaft 35 with a magnetic piston 23 which is axially movable by an electromagnet 21.
- An anti-rotation device 25 connects the magnetic piston 23 with the valve piston 27 so that it can not rotate.
- an axial movement takes place through the valve housing 29 and a rotational movement through the valve piston 27 with a correspondingly changed environmental configuration.
- FIG. 3 shows the valve piston 27 and the valve housing 29 in a perspective view.
- the valve housing 29 has distributed around its circumference first openings 41. Axially offset to the first openings 41 approximately in the middle of the valve housing 29 are distributed around the circumference third openings 45 are arranged. Again axially offset, second openings 43 follow, which are arranged in the circumferential direction at the same position as the first openings 41.
- the valve piston 27 is inserted in a rotationally appropriate manner.
- the valve piston 27 has on its surface 53 an opening cover 51 which is formed by a radially elevated part of the surface 53.
- the opening cover has a first partial cover 51A at one axial end of the valve piston 27 and a second partial cover 51B at the opposite end.
- Both partial covers 51 A, 51 B are crown-like, ie they form a ring around the surface 53 with a respective outer edge BT, AT.
- the outer edge BT of the first partial cover 51 A simultaneously forms the one axial end of the valve piston 27, while the Au JOand AT the second part of the cover 51 B simultaneously forms the other axial end of the valve piston 27.
- PA of the partial covers 51 A, 51 B is serrated jagged.
- a crown jaw 52 of a partial cover 51 A, 51 B is oriented in the circumferential direction so that it lies between two crown prongs 52 of the other partial cover 51 B, 51 A, but with an axial distance between the inner edges PB, PA is.
- valve piston 27 is now rotationally arranged in the valve housing 29, so that the opening cover 51 for each correct phase position, the first openings 41 and second openings 43 releases or blocks.
- Figure 4 shows the course of the camshaft torques using the example of a four-cylinder engine, plotted in the y-direction against the rotational position of the camshaft, plotted in the x direction. A following from the friction of the camshaft, at the same speed constant torque is not considered here.
- Camshaft moments greater than zero correspond to a moment in the direction of an early adjustment, i. in a direction where there is an earlier opening of the cylinder valves 12.
- Camshaft moments less than zero correspond to a moment in the direction of a late adjustment, i. in a direction in which there is a later opening of the cylinder valves 12.
- the camshaft torques have an approximately sinusoidal course depending on the rotational position of the camshaft. At fixed angular positions, premature torques occur alternately with late torques. This is now utilized specifically in the adjustment of the camshaft.
- a switching position for adjusting the camshaft is schematically plotted so that the opening cover 51 of the valve piston 27 is shown unwound in a plane. It thus follows for the first partial 51A a rectangular profile with the inner edge PB and a straight outer edge BT. Opposite, the second partial cover 51 B is then shown with the inner edge PA and the outer edge AT. At the outer edge AT of the valve piston 27 is connected to the return spring 31, which presses the valve piston 27 against a magnet 21, not shown here.
- first openings 41 and the second openings 43 are arranged according to the axial position and rotational position of the valve housing 29 relative to the valve piston 27 to the opening cover 51.
- the first openings 41 correspond to a second sub-chamber B and the second openings 43 correspond to a first sub-chamber A.
- the sub-chambers A, B are separated by an adjusting means 67 forming wings 67, which divides a pressure chamber 69 in the sub-chambers A, B.
- the wing 67 is connected to a rotor 65 of a camshaft adjuster 1 1.
- the pressure chamber 69 is formed in a stator 63 of the camshaft adjuster 1 1.
- a first oil passage 71 leads to the first sub-chamber A
- a second oil passage 73 leads to the second sub-chamber B.
- Shown here is only a section of the camshaft adjuster 1 1.
- the camshaft adjuster 1 1 is designed as die gelzellenversteller and has a plurality of pressure chambers, Generalkam- men, wings and supply channels, which are not shown here for clarity.
- the resulting pressure difference between the sub-chambers A, B leads to a force on the wing 67 and thus on the rotor 65 in one direction of rotation to the left.
- the rotor 65 is connected to the camshaft 35. Thus, there is a rotation of the camshaft 35 in the direction of "late”.
- FIG. 5 shows on the right next to the schematic representation of the valve piston 27 and the first and second openings 41, 43 of the valve housing the known from Figure 4 course of the camshaft torques as a function of the rotational angle of the camshaft 35.
- the valve housing 29 and thus the first and second openings 41, 43 now rotate in a defined relative to this camshaft profile, as shown by the comparison.
- the first and second openings in FIG. 5 are just synchronous with a late-camshaft moment.
- the second openings 43 receive a pressure peak in the direction of retardation, as a result of which the oil in the first sub-chamber A can be rapidly ejected.
- the oil pressure of the pump P acts via the wide-open, as strongly throttled first ⁇ ffnunegn 41 in the second sub-chamber B.
- a very fast adjustment of the camshaft 35 results in a similar manner, a rapid adjustment in the early direction is effected ..
- FIG. 6 shows an image corresponding to FIG. 5, but now the first and second openings 41, 43 are rotated relative to the opening cover 51. In terms of time, this corresponds to the occurrence of an early camshaft torque.
- the first openings 41 are released by the first part of the cover 51 A little, while the second openings 43 are wide open to the pressure supply from the pump P.
- the pump P acts on both partial chambers A, B.
- sub-chamber B it now acts against an early torque, which essentially leads to a compensation and no adjustment takes place.
- the sub-chamber A is flowed through by pressure medium and emptied into the tank T.
- Figures 5 and 6 show a switching position for an adjustment to "late”, in which an adjustment to the "Oil Pressure Actuated” - principle, short OPA, is realized and in a direction of adjustment late.
- This switching position which thus predominantly utilizes the adjusting force of the pump and where camshaft moments are only supportive, is realized by the illustrated axial position of the valve piston 27.
- the axial switching position is adjusted by means of the magnet 21. In the example shown, this is the basic position, without energization of the electromagnet 21st
- different rotational positions of the valve piston 27 relative to the valve housing 29 are realized in the axial shift position and, in addition, the corresponding camshaft torques are utilized.
- 7 and 8 show the corresponding representation for an adjustment to "early.”
- the effects for the subchambers A, B are interchanged, but otherwise the explanations concerning FIGS. 5 and 6 apply mutatis mutandis.
- FIG. 9 shows a middle position in which, when a late torque occurs, the second openings 43 are completely blocked. This blocks an adjustment.
- FIG. 10 shows a complete blocking of the first openings 41 when an early torque occurs.
- Figures 9 and 10 thus provide an axial switching position of the valve piston 27 again, in which prevents an adjustment of the camshaft 35, so this is to be kept at a given relative angular position to the crankshaft.
- the switching positions shown so far can thus be summarized as follows: There are two OPA adjustment provided, one at low and one at high pump pressure.
- the axial shift positions can be abbreviated as follows:
- Switch position I high pump pressure, late adjustment, Fig. 5, 6
- Switch position II Low pump pressure, late adjustment, Fig. 1 1, 12 Shift position III: Locked adjustment Fig. 9, 10
- Switching position IV Low pump pressure, early adjustment
- FIGS. 13, 14 Switching position V: high pump pressure, early adjustment, FIGS. 7, 8
- the advantage of this adjustability lies, in particular, in the fact that the inlet orifices 41 and 43 to the respective subchambers A, B are not completely closed due to the torque counteracting high pump pressure and one of the desired setting direction, whereby the higher pumping power compared to the weaker camshaft torque despite opposing camshaft torque can still be used for adjustment.
- the times in which oppositely acting camshaft moments occur can also be exploited for the adjustment, resulting in a quick adjustment.
- the pump power is lower than the camshaft torques, then the opposing acting moments hidden by means of the fully closed openings 41 and 43, so that no remindversediamine occurs.
- FIG. 15 shows how the flow of pressure medium at the respective inner and outer edges PA, PB, BT, AT changes as a function of the switching position. Shown dashed are courses at times with a camshaft torque to early and solid at camshaft moments late.
- the line for the inner edge of the first partial cover 51A, PB is explained:
- the flow at the inner edge PB is high to all axial positions, while at moments early on from the switching position I to the switching position II and following switching positions quickly drops to zero.
- FIG. 16 shows diagrammatically for the switching positions I-V the opening degree of the openings 41, 43 viewed from the respective inner edges PB, PA and outer edges BT, AT as a function of the switching positions I-V and the setting direction.
- Fully hatched fields correspond to a fully closed aperture 41, 43
- wholly white panels correspond to a fully opened aperture 41, 43
- partially hatched panels correspond to a partially blocked aperture 41, 43.
- FIG 17 is a representation corresponding to the representations of Figures 5-14 selected to illustrate an adjustment to late by the use of late torques.
- the opening cover 51 is now so by means of the axial position of the valve piston 27 is set so that upon the occurrence of a late-torque connection of the two sub-chambers A and B on the first and second openings 41, 43 results, while the first openings 41 are wide open, so that again a strong Entdrosselung and thus a low risk of air intake results.
- the second openings 43 are opened slightly to set a flow control from the first sub-chamber A.
- Figure 18 shows the same axial switching position as Figure 17, except that here the relative rotational position between the valve piston 27 and the valve housing 29 is changed, since now the camshaft 35 is in a rotational position in which an early torque occurs. Since an adjustment should continue to be made late (unchanged axial position of the valve piston 27), this early torque must be hidden in terms of its adjustment effect.
- the first partial cover 51A completely blocks the first openings 41. Oil can thus not escape from the second sub-chamber B and there is no adjustment. The complete shut-off prevents a return swing. About fully open second openings 43 and thus greatly de-throttled pump pumped P neutral neutral oil in the first sub-chamber A. This prevents air suction.
- FIGS. 19 and 20 show the positions corresponding to FIGS. 18 and 19, only for the reverse direction of adjustment in the early direction.
- a particularly favorable sequence of switching positions can now be constructed by selecting axially successive switching positions as follows: Switch position I: pump mode (OPA), adjustment to late, FIGS. 5, 6
- Shift position II Moment mode (CTA), advance adjustment, Fig. 19, 20
- Shift position III Locked adjustment Fig. 9, 10
- Shift position IV torque mode (CTA), retardation, Fig. 17, 18
- Shift position V pump mode (OPA), advance adjustment, Fig. 7, 8
- FIG. 21 again shows switching positions for this sequence, such as the flow of pressure medium at the respective control edges, ie inner and outer edges PA, PB, AT, BT, as a function of the axial position of the valve piston 27 and the valve housing 29, ie the switching positions lV changes.
- FIG. 22 shows, for the switching positions IV, schematically the opening degree of the openings 41, 43 viewed from the respective inner edges PB, PA and outer edges BT, AT as a function of the switching positions IV and the setting direction.
- Fully shaded boxes correspond to a fully closed aperture 41, 43, wholly white panels correspond to a fully opened aperture 41, 43 and partially hatched panels correspond to a partially blocked aperture 41, 43.
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Abstract
Description
Claims
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
DE102009056018A DE102009056018A1 (en) | 2009-11-27 | 2009-11-27 | Device for the variable adjustment of the timing of gas exchange valves of an internal combustion engine |
PCT/EP2010/068082 WO2011064231A1 (en) | 2009-11-27 | 2010-11-24 | Device for variably adjusting the control times of gas exchange valves of an internal combustion engine |
Publications (2)
Publication Number | Publication Date |
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EP2504535A1 true EP2504535A1 (en) | 2012-10-03 |
EP2504535B1 EP2504535B1 (en) | 2014-01-15 |
Family
ID=43533208
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
EP10782277.7A Not-in-force EP2504535B1 (en) | 2009-11-27 | 2010-11-24 | Device for variably adjusting the control times of gas exchange valves of an internal combustion engine |
Country Status (5)
Country | Link |
---|---|
US (1) | US8584638B2 (en) |
EP (1) | EP2504535B1 (en) |
CN (1) | CN102648338B (en) |
DE (1) | DE102009056018A1 (en) |
WO (1) | WO2011064231A1 (en) |
Families Citing this family (3)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
DE102009056020A1 (en) * | 2009-11-27 | 2011-06-01 | Schaeffler Technologies Gmbh & Co. Kg | Device for the variable adjustment of the timing of gas exchange valves of an internal combustion engine |
DE102011077587A1 (en) * | 2011-06-16 | 2012-12-20 | Schaeffler Technologies AG & Co. KG | Phaser |
DE112012003717T5 (en) | 2011-10-14 | 2014-06-26 | Borgwarner Inc. | Shared oil passages and / or control valve for one or more camshaft adjusters |
Family Cites Families (16)
Publication number | Priority date | Publication date | Assignee | Title |
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US5107804A (en) | 1989-10-16 | 1992-04-28 | Borg-Warner Automotive Transmission & Engine Components Corporation | Variable camshaft timing for internal combustion engine |
US5263443A (en) | 1993-01-14 | 1993-11-23 | Ford Motor Company | Hydraulic phaseshifter |
EP0806550B2 (en) | 1996-03-28 | 2008-08-20 | Aisin Seiki Kabushiki Kaisha | Valve timing control device |
JP2000179315A (en) | 1998-10-08 | 2000-06-27 | Unisia Jecs Corp | Valve timing control device for internal combustion engine |
DE19850947A1 (en) | 1998-11-05 | 2000-05-11 | Schaeffler Waelzlager Ohg | Device for controlling opening and closing times of gas exchange valves of internal combustion engine comprises at least one drive device, at least one camshaft with at least one cam for operating at least one valve |
US7231896B2 (en) * | 2003-10-10 | 2007-06-19 | Borgwarner Inc. | Control mechanism for cam phaser |
US6997150B2 (en) * | 2003-11-17 | 2006-02-14 | Borgwarner Inc. | CTA phaser with proportional oil pressure for actuation at engine condition with low cam torsionals |
JP4291210B2 (en) | 2004-05-20 | 2009-07-08 | 株式会社日立製作所 | Valve timing control device |
JP4358180B2 (en) | 2005-11-04 | 2009-11-04 | 株式会社日立製作所 | Valve timing control device for internal combustion engine |
JP4484843B2 (en) * | 2006-04-28 | 2010-06-16 | 日立オートモティブシステムズ株式会社 | Valve timing control device for internal combustion engine |
WO2008067935A2 (en) | 2006-12-04 | 2008-06-12 | Daimler Ag | Regulating device |
JP4544294B2 (en) | 2007-11-28 | 2010-09-15 | 株式会社デンソー | Valve timing adjustment device |
EP2075421A1 (en) | 2007-12-28 | 2009-07-01 | Delphi Technologies, Inc. | Fluid control valve for a cam phaser |
DE102008002461A1 (en) | 2008-06-17 | 2009-12-24 | Robert Bosch Gmbh | Device for changing the rotational angle position of a camshaft |
DE102009056021A1 (en) * | 2009-11-27 | 2011-06-01 | Schaeffler Technologies Gmbh & Co. Kg | Device for variably setting the control times of gas exchange valves of an internal combustion engine |
DE102009056020A1 (en) * | 2009-11-27 | 2011-06-01 | Schaeffler Technologies Gmbh & Co. Kg | Device for the variable adjustment of the timing of gas exchange valves of an internal combustion engine |
-
2009
- 2009-11-27 DE DE102009056018A patent/DE102009056018A1/en not_active Withdrawn
-
2010
- 2010-11-24 US US13/511,468 patent/US8584638B2/en active Active
- 2010-11-24 WO PCT/EP2010/068082 patent/WO2011064231A1/en active Application Filing
- 2010-11-24 CN CN201080053421.0A patent/CN102648338B/en not_active Expired - Fee Related
- 2010-11-24 EP EP10782277.7A patent/EP2504535B1/en not_active Not-in-force
Non-Patent Citations (1)
Title |
---|
See references of WO2011064231A1 * |
Also Published As
Publication number | Publication date |
---|---|
CN102648338B (en) | 2014-09-03 |
CN102648338A (en) | 2012-08-22 |
US20120266834A1 (en) | 2012-10-25 |
US8584638B2 (en) | 2013-11-19 |
WO2011064231A1 (en) | 2011-06-03 |
EP2504535B1 (en) | 2014-01-15 |
DE102009056018A1 (en) | 2011-07-07 |
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